Trailer monitoring system and method

ABSTRACT

A vehicle trailer backup assist system and method includes a hitch angle detection apparatus and a target monitor controller. The target monitor controller processes images acquired of the trailer towed by a towing vehicle to assist with placement of a target on the trailer. The target monitor controller also monitors the target and provides feedback to the user as to proper positioning of the target on the trailer. A target move detection routine detects movement of a target by processing the pixels of the image to determine if a new trailer has been connected. Further, a trailer connection monitoring routine monitors for a changed trailer based on loss of the hitch angle or target for a predetermined time period.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a continuation-in-part of co-pending U.S.patent application No. 14/059,835 which was filed on Oct. 22, 2013,entitled “TRAILER BACKUP ASSIST SYSTEM,” which is a continuation-in-partof U.S. patent application Ser. No. 13/443,743 which was filed on Apr.10, 2012, entitled “DETECTION OF AND COUNTERMEASURES FOR JACKKNIFEENABLING CONDITIONS DURING TRAILER BACKUP ASSIST,” which is acontinuation-in-part of co-pending U.S. patent application Ser. No.13/336,060, which was filed on Dec. 23, 2011, entitled “TRAILER PATHCURVATURE CONTROL FOR TRAILER BACKUP ASSIST,” which claims priority fromco-pending U.S. Provisional Patent Application No. 61/477,132, which wasfiled on Apr. 19, 2011, entitled “TRAILER BACKUP ASSIST CURVATURECONTROL,” which have a common Applicant herewith and are beingincorporated herein in their entirety by reference.

FIELD OF THE INVENTION

The disclosure made herein relates generally to driver assist and activesafety technologies in vehicles, and more particularly to a trailerbackup assist system.

BACKGROUND OF THE INVENTION

Reversing a vehicle while towing a trailer is very challenging for manydrivers. This is particularly true for drivers that are unskilled atbacking vehicles with attached trailers which may include those thatdrive with a trailer on an infrequent basis (e.g., have rented atrailer, use a personal trailer on an infrequent basis, etc.). Onereason for such difficulty is that backing a vehicle with an attachedtrailer requires steering inputs that are opposite to normal steeringwhen backing the vehicle without a trailer attached and/or requiresbraking to stabilize the vehicle-trailer combination before a jackknifecondition occurs. Another reason for such difficulty is that smallerrors in steering while backing a vehicle with an attached trailer areamplified thereby causing the trailer to depart from a desired path.

To assist the driver in steering a vehicle with a trailer attached, atrailer backup assist system needs to know the driver's intention. Onecommon assumption with known trailer backup assist systems is that adriver of a vehicle with an attached trailer wants to backup straightand the system either implicitly or explicitly assumes a zero curvaturepath for the vehicle-trailer combination. Unfortunately most of thereal-world use cases of backing a trailer involve a curved path and,thus, assuming a path of zero curvature would significantly limitusefulness of the system. Some known systems assume that a path is knownfrom a map or path planner. To this end, some known trailer backupassist systems operate under a requirement that a trailer backup path isknown before backing of the trailer commences such as, for example, froma map or a path-planning algorithm. Undesirably, such implementations ofthe trailer backup assist systems are known to have a relatively complexhuman machine interface (HMI) device to specify the path, obstaclesand/or goal of the backup maneuver. Furthermore, such systems alsorequire some way to determine how well the desired path is beingfollowed and to know when the desired goal, or stopping point andorientation, has been met, using approaches such as cameras, inertialnavigation, or high precision global positioning system (GPS). Theserequirements lead to a relatively complex and costly system.

Another reason backing a trailer can prove to be difficult is the needto control the vehicle in a manner that limits the potential for ajackknife condition to occur. A trailer has attained a jackknifecondition when a hitch angle cannot be reduced (i.e., made less acute)while continuously backing up a trailer by application of a maximumsteering input for the vehicle such as, for example, by moving steeredfront wheels of the vehicle to a maximum steered angle at a maximum rateof steering angle change. In the case of the jackknife angle beingachieved, the vehicle must be pulled forward to relieve the hitch anglein order to eliminate the jackknife condition and, thus, allow the hitchangle to be controlled via manipulation of the steered wheels of thevehicle. However, in addition to the jackknife condition creating theinconvenient situation where the vehicle must be pulled forward, it canalso lead to damage to the vehicle and/or trailer if certain operatingconditions of the vehicle relating to its speed, engine torque,acceleration, and the like are not detected and counteracted. Forexample, if the vehicle is travelling at a suitably high speed inreverse and/or subjected to a suitably high longitudinal accelerationwhen the jackknife condition is achieved, the relative movement of thevehicle with respect to the trailer can lead to contact between thevehicle and trailer thereby damaging the trailer and/or the vehicle.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a method of monitoringa vehicle trailer connection is provided. The method includes the stepsof generating images of a trailer connected to a vehicle with a cameraand detecting a target in the generated images. The method also includesthe steps of applying selected trailer features if the target iscontinuously detected and prompting a new selection of trailer featureswhen the target is no longer detected for a predetermined time period.

According to another aspect of the present invention, a method ofmonitoring a vehicle trailer connection is provided. The method includesthe steps of detecting a hitch angle between a vehicle and a trailer,applying selected trailer features if the hitch angle is continuouslydetected, and prompting a new selection of trailer features when thehitch angle is no longer detected for a predetermined time period.

According to a further aspect of the present invention, a trailermonitoring system is provided. The trailer monitoring system includes ahitch connection identifier indicative of a connection of a trailer to avehicle and a controller applying selected trailer features if the hitchconnection is continuously identified and prompting a new selection oftrailer features when the hitch connection is no longer identified for apredetermined time period.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 shows a vehicle-trailer combination, the vehicle being configuredfor performing trailer backup assist functionality in accordance with anembodiment;

FIG. 2 shows one embodiment of the trailer backup steering inputapparatus discussed in reference to FIG. 1;

FIG. 3 shows an example of a trailer backup sequence implemented usingthe trailer backup steering input apparatus discussed in reference toFIG. 2;

FIG. 4 shows a method for implementing trailer backup assistfunctionality in accordance with an embodiment;

FIG. 5 is a diagrammatic view showing a kinematic model configured forproviding information utilized in providing trailer backup assistfunctionality in accordance with one embodiment;

FIG. 6 is a graph showing an example of a trailer path curvaturefunction plot for a rotary-type trailer backup steering input apparatusconfigured in accordance with the inventive subject matter;

FIG. 7 is a diagrammatic view showing a relationship between hitch angleand steered angle as it relates to determining a jackknife angle for avehicle/trailer system in reverse or backing up;

FIG. 8 shows a method for implementing jackknife countermeasuresfunctionality in accordance with an embodiment;

FIG. 9 shows a human machine interface (HMI) device associated with thetrailer backup assist;

FIG. 10 shows a flow diagram associated with the trailer backup assist;

FIG. 11 shows a flow diagram of the setup module according to oneembodiment;

FIG. 12 shows an example of an image displayed at the HMI device inaccordance with one embodiment;

FIG. 13 is a block diagram illustrating the vehicle trailer backupassist system employing a target monitor controller, according to oneembodiment;

FIG. 14 is a schematic diagram illustrating user placement of the targeton a trailer towed by a vehicle;

FIG. 15 is an enlarged view of the front portion of the trailer furtherillustrating the target placement zone in relation to the targetsticker;

FIG. 16 is a front view of a portable device having a displayillustrating the overlay of a target onto a target placement zone on thetrailer;

FIG. 17 is a flow diagram illustrating a method of assisting a user withthe placement of the target on the trailer;

FIG. 18 is a flow diagram illustrating a method of monitoring placementof the target on the trailer and generating feedback alert;

FIG. 19 is a schematic view of a front portion of the trailer having atarget mounting system assembled thereto, according to one embodiment;

FIG. 20 is an exploded view of the target mounting system and trailershown in FIG. 19;

FIG. 21 is a flow diagram illustrating an initial set up routine formonitoring the trailer connection for target changes and resettingtrailer selection;

FIG. 22 is a flow diagram illustrating a target moved detection routinefor monitoring presence of trailer changes and resetting trailerselection;

FIG. 23A is an image of the trailer showing the target in a firstposition;

FIG. 23B is an image of the trailer showing movement of the target to asecond position, according to one example; and

FIG. 24 is a flow diagram illustrating a trailer connection monitoringroutine for monitoring trailer disconnection.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

While various aspects of the inventive subject matter are described withreference to a particular illustrative embodiment, the inventive subjectmatter is not limited to such embodiments, and additional modifications,applications, and embodiments may be implemented without departing fromthe inventive subject matter. In the figures, like reference numberswill be used to illustrate the same components. Those skilled in the artwill recognize that the various components set forth herein may bealtered without varying from the scope of the inventive subject matter.

The disclosed subject matter is directed to providing trailer backupassist functionality in a manner that is relatively low cost and thatoffers an intuitive user interface. In particular, such trailer backupassist functionality provides for controlling curvature of a path oftravel of a trailer attached to a vehicle (i.e., trailer path curvaturecontrol) by allowing a driver of the vehicle to specify a desired pathof the trailer by inputting a desired trailer path curvature as thebackup maneuver of the vehicle and trailer progresses. Although acontrol knob, a set of virtual buttons, or a touch screen can each beimplemented for enabling trailer path curvature control, the disclosedsubject matter is not unnecessarily limited to any particularconfiguration of interface through which a desired trailer pathcurvature is inputted. Furthermore, in the case where a steering wheelcan be mechanically decoupled from steered wheels of the vehicle, thesteering wheel can also be used as an interface through which a desiredtrailer path curvature is inputted. As will be discussed herein ingreater detail, kinematical information of a system defined by thevehicle and the trailer are used to calculate a relationship (i.e.,kinematics) between the trailer's curvature and the steering angle ofthe vehicle for determining steering angle changes of the vehicle forachieving the specified trailer path. Steering commands corresponding tothe steering angle changes are used for controlling a steering system ofthe tow vehicle (e.g., electric power assisted steering (EPAS) system)for implementing steering angle changes of steered wheels of the vehicleto achieve (e.g., to approximate) the specified path of travel of thetrailer. The trailer backup assist system automatically steers thevehicle-trailer combination as a driver uses the vehicle transmission,accelerator and brake to reverse the vehicle-trailer combination. Thedriver inputs a desired trailer curvature command by using an inputdevice such as a trailer steering knob.

Trailer backup assist functionality is directed to implementing one ormore countermeasures for limiting the potential of a jackknife conditionbeing attained between a vehicle and a trailer being towed by thevehicle while backing up. In certain embodiments, curvature of a path oftravel of the trailer (i.e., trailer path curvature control) can becontrolled by allowing a driver of the vehicle to specify a desired pathof the trailer by inputting a desired trailer path curvature as thebackup maneuver of the vehicle and trailer progresses. Although acontrol knob, a set of virtual buttons, or a touch screen can each beimplemented for enabling trailer path curvature control, the disclosedsubject matter is not unnecessarily limited to any particularconfiguration of interface through which a desired trailer pathcurvature is inputted. Furthermore, in the case where a steering wheelcan be mechanically decoupled from steered wheels of the vehicle, thesteering wheel can also be used as an interface through which a desiredtrailer path curvature is inputted. As will be discussed herein ingreater detail, kinematical information of a system defined by thevehicle and the trailer are used to calculate a relationship (i.e.,kinematics) between the trailer's curvature and the steering angle ofthe vehicle for determining steering angle changes of the vehicle forachieving the specified trailer path.

Steering commands corresponding to the steering angle changes are usedfor controlling a steering system of the tow vehicle (e.g., electricpower assisted steering (EPAS) system) for implementing steering anglechanges of steered wheels of the vehicle to achieve (e.g., toapproximate) the specified path of travel of the trailer.

Embodiments of the disclosed subject matter are directed to trailerbackup assist functionality that provides for a user interface for asystem that controls curvature of a path of a trailer being backed by avehicle. More specifically, trailer backup assist functionalityconfigured in accordance with embodiments of the disclosed subjectmatter provide for such trailer path curvature control by allowing adriver of the vehicle to specify a desired path of the trailer byinputting a desired trailer path curvature as the backup maneuver of thevehicle and trailer progresses. In response to such path of the trailerbeing specified by the driver, embodiments of the disclosed subjectmatter control a power assisted steering system (e.g., electric powerassisted steering (EPAS) system) of the vehicle for implementingsteering angle changes of steered wheels of the vehicle to achieve thespecified trailer path. Kinematics of the vehicle and the trailer areused to determine the steering angle changes that are required forachieving the specified trailer path. Accordingly, embodiments of thedisclosed subject matter provide for implementation of trailer backupassist functionality in a manner that is relatively simple and thatenables use of an intuitive vehicle operator interface for specifyingtrailer path curvature control.

Trailer Backup Assist System

Referring to FIG. 1, an embodiment of a vehicle 100 configured forperforming trailer backup assist functionality is shown. A trailerbackup assist system 105 of the vehicle 100 controls the curvature ofpath of travel of a trailer 110 that is attached to the vehicle 100.Such control is accomplished through interaction of a power assistedsteering system 115 of the vehicle 100 and the trailer backup assistsystem 105. During operation of the trailer backup assist system 105while the vehicle 100 is being reversed, a driver of the vehicle 100 issometimes limited in the manner in which he/she can make steering inputsvia a steering wheel of the vehicle 100. This is because in certainvehicles the trailer backup assist system 105 is in control of the powerassisted steering system 115 and the power assisted steering system 115is directly coupled to the steering wheel (i.e., the steering wheel ofthe vehicle 100 moves in concert with steered wheels of the vehicle100). As is discussed below in greater detail, a human machine interface(HMI) device of the backup assist system 105 is used for commandingchanges in curvature of a path of the trailer 110 such as a knob,thereby decoupling such commands from being made at the steering wheelof the vehicle 100. However, some vehicles configured to provide trailerbackup assist functionality in accordance with the disclosed subjectmatter will have the capability to selectively decouple steeringmovement from movement of steerable wheels of the vehicle, therebyallowing the steering wheel to be used for commanding changes incurvature of a path of a trailer during such trailer backup assist.

The trailer backup assist system 105 includes a trailer backup assistcontrol module 120, a trailer backup steering input apparatus 125, and ahitch angle detecting apparatus 130. The trailer backup assist controlmodule 120 is connected to the trailer backup steering input apparatus125 and the hitch angle detecting apparatus 130 for allowingcommunication of information therebetween. It is disclosed herein thatthe trailer backup steering input apparatus can be coupled to thetrailer backup assist control module 120 in a wired or wireless manner.The trailer backup assist system control module 120 is attached to apower steering assist control module 135 of the power steering assistsystem 115 for allowing information to be communicated therebetween. Asteering angle detecting apparatus 140 of the power steering assistsystem 115 is connected to the power steering assist control module 135for providing information thereto. The trailer backup assist system isalso attached to a brake system control module 145 and a powertraincontrol module 150 for allowing communication of informationtherebetween. Jointly, the trailer backup assist system 105, the powersteering assist system 115, the brake system control module 145, thepowertrain control module 150, and the gear selection device (PRNDL),define a trailer backup assist architecture configured in accordancewith an embodiment.

The trailer backup assist control module 120 is configured forimplementing logic (i.e., instructions) for receiving information fromthe trailer backup steering input apparatus 125, the hitch angledetecting apparatus 130, the power steering assist control module 135,the brake system control module 145, and the powertrain control module150. The trailer backup assist control module 120 (e.g., a trailercurvature algorithm thereof) generates vehicle steering information as afunction of all or a portion of the information received from thetrailer backup steering input apparatus 125, the hitch angle detectingapparatus 130, the power steering assist control module 135, the brakesystem control module 145, and the powertrain control module 150.Thereafter, the vehicle steering information is provided to the powersteering assist control module 135 for affecting steering of the vehicle100 by the power steering assist system 115 to achieve a commanded pathof travel for the trailer 110.

The trailer backup steering input apparatus 125 provides the trailerbackup assist control module 120 with information defining the commandedpath of travel of the trailer 110 to the trailer backup assist controlmodule 120 (i.e., trailer steering information). The trailer steeringinformation can include information relating to a commanded change inthe path of travel (e.g., a change in radius of path curvature) andinformation relating to an indication that the trailer is to travelalong a path defined by a longitudinal centerline axis of the trailer(i.e., along a substantially straight path of travel). As will bediscussed below in detail, the trailer backup steering input apparatus125 preferably includes a rotational control input device for allowing adriver of the vehicle 100 to interface with the trailer backup steeringinput apparatus 125 to command desired trailer steering actions (e.g.,commanding a desired change in radius of the path of travel of thetrailer and/or commanding that the trailer travel along a substantiallystraight path of travel as defined by a longitudinal centerline axis ofthe trailer). In a preferred embodiment, the rotational control inputdevice is a knob rotatable about a rotational axis extending through atop surface/face of the knob. In other embodiments, the rotationalcontrol input device is a knob rotatable about a rotational axisextending substantially parallel to a top surface/face of the knob.

Some vehicles (e.g., those with active front steer) have a powersteering assist system configuration that allows a steering wheel to bepartially decoupled from movement of the steered wheels of such avehicle. Accordingly, the steering wheel can be rotated independent ofthe manner in which the power steering assist system of the vehiclecontrols the steered wheels (e.g., as commanded by vehicle steeringinformation provided by a power steering assist system control modulefrom a trailer backup assist system control module configured inaccordance with one embodiment). As such, in these types of vehicleswhere the steering wheel can be selectively decoupled from the steeredwheels to allow independent operation thereof, trailer steeringinformation of a trailer backup assist system configured in accordancewith the disclosed subject matter can be provided through rotation ofthe steering wheel. Accordingly, it is disclosed herein that in certainembodiments, the steering wheel is an embodiment of a rotational controlinput device in the context of the disclosed subject matter. In suchembodiments, the steering wheel would be biased (e.g., by an apparatusthat is selectively engagable/activatable) to an at-rest positionbetween opposing rotational ranges of motion.

The hitch angle detecting apparatus 130, which operates in conjunctionwith a hitch angle detection component 155 of the trailer 110, providesthe trailer backup assist control module 120 with information relatingto an angle between the vehicle 100 and the trailer 110 (i.e., hitchangle information). In a preferred embodiment, the hitch angle detectingapparatus 130 is a camera-based apparatus such as, for example, anexisting rear view camera of the vehicle 100 that images (i.e., visuallymonitors) a target (i.e., the hitch angle detection component 155)attached the trailer 110 as the trailer 110 is being backed by thevehicle 100. Preferably, but not necessarily, the hitch angle detectioncomponent 155 is a dedicated component (e.g., an item attachedto/integral with a surface of the trailer 110 for the express purpose ofbeing recognized by the hitch angle detecting apparatus 130).Alternatively, the hitch angle detecting apparatus 130 can be a devicethat is physically mounted on a hitch component of the vehicle 100and/or a mating hitch component of the trailer 110 for determining anangle between centerline longitudinal axes of the vehicle 100 and thetrailer 110. The hitch angle detecting apparatus 130 can be configuredfor detecting a jackknife enabling condition and/or related information(e.g., when a hitch angle threshold has been met).

The power steering assist control module 135 provides the trailer backupassist control module 120 with information relating to a rotationalposition (e.g., angle) of the steering wheel angle and/or a rotationalposition (e.g., turning angle(s)) of steered wheels of the vehicle 100.In certain embodiments, the trailer backup assist control module 120 canbe an integrated component of the power steering assist system 115. Forexample, the power steering assist control module 135 can include atrailer backup assist algorithm for generating vehicle steeringinformation as a function of all or a portion of information receivedfrom the trailer backup steering input apparatus 125, the hitch angledetecting apparatus 130, the power steering assist control module 135,the brake system control module 145, and the powertrain control module150.

The brake system control module 145 provides the trailer backup assistcontrol module 120 with information relating to vehicle speed. Suchvehicle speed information can be determined from individual wheel speedsas monitored by the brake system control module 145 or may be providedby an engine control module with signal plausibility. Vehicle speed mayalso be determined from an engine control module. In some instances,individual wheel speeds can also be used to determine a vehicle yaw rateand such yaw rate can be provided to the trailer backup assist controlmodule 120 for use in determining the vehicle steering information. Incertain embodiments, the trailer backup assist control module 120 canprovide vehicle braking information to the brake system control module145 for allowing the trailer backup assist control module 120 to controlbraking of the vehicle 100 during backing of the trailer 110. Forexample, using the trailer backup assist control module 120 to regulatespeed of the vehicle 100 during backing of the trailer 110 can reducethe potential for unacceptable trailer backup conditions. Examples ofunacceptable trailer backup conditions include, but are not limited to,a vehicle over speed condition, a high hitch angle rate, trailer angledynamic instability, a calculated theoretical trailer jackknifecondition (defined by a maximum vehicle steering angle, drawbar length,tow vehicle wheelbase and an effective trailer length), or physicalcontact jackknife limitation (defined by an angular displacement limitrelative to the vehicle 100 and the trailer 110), and the like. It isdisclosed herein that the backup assist control module 120 can issue asignal corresponding to a notification (e.g., a warning) of an actual,impending, and/or anticipated unacceptable trailer backup condition.

The powertrain control module 150 interacts with the trailer backupassist control module 120 for regulating speed and acceleration of thevehicle 100 during backing of the trailer 110. As mentioned above,regulation of the speed of the vehicle 100 is necessary to limit thepotential for unacceptable trailer backup conditions such as, forexample, jackknifing and trailer angle dynamic instability. Similar tohigh-speed considerations as they relate to unacceptable trailer backupconditions, high acceleration and high dynamic driver curvature requestscan also lead to such unacceptable trailer backup conditions.

Steering Input Apparatus

Referring now to FIG. 2, an embodiment of the trailer backup steeringinput apparatus 125 discussed in reference to FIG. 1 is shown. Arotatable control element in the form of a knob 170 is coupled to amovement sensing device 175. The knob 170 is biased (e.g., by a springreturn) to an at-rest position P(AR) between opposing rotational rangesof motion R(R), R(L). A first one of the opposing rotational ranges ofmotion R(R) is substantially equal to a second one of the opposingrotational ranges of motion R(L), R(R). To provide a tactile indicationof an amount of rotation of the knob 170, a force that biases the knob170 toward the at-rest position P(AR) can increase (e.g., non-linearly)as a function of the amount of rotation of the knob 170 with respect tothe at-rest position P(AR). Additionally, the knob 170 can be configuredwith position indicating detents such that the driver can positivelyfeel the at-rest position P(AR) and feel the ends of the opposingrotational ranges of motion R(L), R(R) approaching (e.g., soft endstops).

The movement sensing device 175 is configured for sensing movement ofthe knob 170 and outputting a corresponding signal (i.e., movementsensing device signal) to the trailer assist backup input apparatus 125shown in FIG. 1. The movement sensing device signal is generated as afunction of an amount of rotation of the knob 170 with respect to theat-rest position P(AR), a rate movement of the knob 170, and/or adirection of movement of the knob 170 with respect to the at-restposition P(AR). As will be discussed below in greater detail, theat-rest position P(AR) of the knob 170 corresponds to a movement sensingdevice signal indicating that the vehicle 100 should be steered suchthat the trailer 100 is backed along a substantially straight path (zerotrailer curvature request from the driver) as defined by a centerlinelongitudinal axis of the trailer 110 when the knob 170 was returned tothe at-rest position P(AR) and a maximum clockwise and anti-clockwiseposition of the knob 170 (i.e., limits of the opposing rotational rangesof motion R(R), R(L)) each correspond to a respective movement sensingdevice signal indicating a tightest radius of curvature (i.e., mostacute trajectory) of a path of travel of the trailer 110 that ispossible without the corresponding vehicle steering information causinga jackknife condition. In this regard, the at-rest position P(AR) is azero curvature commanding position with respect to the opposingrotational ranges of motion R(R), R(L). It is disclosed herein that aratio of a commanded curvature of a path of a trailer (e.g., radius of atrailer trajectory) and a corresponding amount of rotation of the knobcan vary (e.g., non-linearly) over each one of the opposing rotationalranges of motion P(L), P(R) of the knob 170. It is also disclosedtherein that the ratio can be a function of vehicle speed, trailergeometry, vehicle geometry, hitch geometry and/or trailer load.

Use of the knob 170 decouples trailer steering inputs from being made ata steering wheel of the vehicle 100. In use, as a driver of the vehicle100 backs the trailer 110, the driver can turn the knob 170 to indicatea desired curvature of a path of the trailer 110 to follow and returnsthe knob 170 to the at-rest position P(AR) for causing the trailer 110to be backed along a straight line. Accordingly, in embodiments oftrailer backup assist systems where the steering wheel remainsphysically coupled to the steerable wheels of a vehicle during backup ofan attached trailer, a rotatable control element configured inaccordance with the disclosed subject matter (e.g., the knob 170)provides a simple and user-friendly means of allowing a driver of avehicle to input trailer steering commands.

It is disclosed herein that a rotational control input device configuredin accordance with embodiments of the disclosed subject matter (e.g.,the knob 170 and associated movement sensing device) can omit a meansfor being biased to an at-rest position between opposing rotationalranges of motion. Lack of such biasing allows a current rotationalposition of the rotational control input device to be maintained untilthe rotational control input device is manually moved to a differentposition. Preferably, but not necessarily, when such biasing is omitted,a means is provided for indicating that the rotational control inputdevice is positioned in a zero curvature commanding position (e.g., atthe same position as the at-rest position in embodiments where therotational control input device is biased). Examples of means forindicating that the rotational control input device is positioned in thezero curvature commanding position include, but are not limited to, adetent that the rotational control input device engages when in the zerocurvature commanding position, a visual marking indicating that therotational control input device is in the zero curvature commandingposition, an active vibratory signal indicating that the rotationalcontrol input device is in or approaching the zero curvature commandingposition, an audible message indicating that the rotational controlinput device is in of approaching the zero curvature commandingposition, and the like.

It is also disclosed herein that embodiments of the disclosed subjectmatter can be configured with a control input device that is notrotational (i.e., a non-rotational control input device). Similar to arotational control input device configured in accordance withembodiments of the disclosed subject matter (e.g., the knob 170 andassociated movement sensing device), such a non-rotational control inputdevice is configured to selectively provide a signal causing a trailerto follow a path of travel segment that is substantially straight and toselectively provide a signal causing the trailer to follow a path oftravel segment that is substantially curved. Examples of such anon-rotational control input device include, but are not limited to, aplurality of depressible buttons (e.g., curve left, curve right, andtravel straight), a touch screen on which a driver traces or otherwiseinputs a curvature for path of travel commands, a button that istranslatable along an axis for allowing a driver to input path of travelcommands, or joystick type input and the like.

The trailer backup steering input apparatus 125 can be configured toprovide various feedback information to a driver of the vehicle 100.Examples of situation that such feedback information can include, butare not limited to, a status of the trailer backup assist system 105(e.g., active, in standby (e.g., when driving forward to reduce thetrailer angle and zero trailer angle to remove bias), faulted, inactive,etc.), that a curvature limit has been reached (i.e., maximum commandedcurvature of a path of travel of the trailer 110), and/or a graphicalrepresentation of the vehicle and trailer orientation state. To thisend, the trailer backup steering input apparatus 125 can be configuredto provide a tactile feedback signal (e.g., a vibration through the knob170) as a warning if any one of a variety of conditions occur. Examplesof such conditions include, but are not limited to, the trailer 110approaching jackknife, the trailer backup assist system 105 has had afailure, the trailer backup assist system 105 has detected a fault, thetrailer backup assist system 105 or other system of the vehicle 100 haspredicted a collision on the present path of travel of the trailer 110,the trailer backup system 105 has restricted a commanded curvature of atrailer's path of travel (e.g., due to excessive speed or accelerationof the vehicle 100), and the like. Still further, it is disclosed thatthe trailer backup steering input apparatus 125 can use illumination(e.g., an LED 180) and/or an audible signal output (e.g., an audibleoutput device 185 or through attached vehicle audio speakers) to providecertain feedback information (e.g., notification/warning of anunacceptable trailer backup condition).

Referring now to FIGS. 2 and 3, an example of using the trailer backupsteering input apparatus 125 for dictating a curvature of a path oftravel (POT) of a trailer (i.e., the trailer 110 shown in FIG. 1) whilebacking up the trailer with a vehicle (i.e., the vehicle 100 in FIGS. 1and 2) is shown. In preparation of backing the trailer 110, the driverof the vehicle 100 drives the vehicle 100 forward along a pull-thru path(PTP) to position the vehicle 100 and trailer 110 at a first backupposition B1. In the first backup position B1, the vehicle 100 andtrailer 110 are longitudinally aligned with each other such that alongitudinal centerline axis L1 of the vehicle 100 is aligned with(e.g., parallel with or coincidental with) a longitudinal centerlineaxis L2 of the trailer 110. It is disclosed herein that such alignmentof the longitudinal axes L1, L2 at the onset of an instance of trailerbackup functionality is not a requirement for operability of a trailerbackup assist system configured in accordance with the disclosed subjectmatter.

After activating the trailer backup assist system 105 (e.g., before,after, or during the pull-thru sequence), the driver begins to back thetrailer 110 by reversing the vehicle 100 from the first backup positionB1. So long as the knob 170 of the trailer backup steering inputapparatus 125 remains in the at-rest position P(AR), the trailer backupassist system 105 will steer the vehicle 100 as necessary for causingthe trailer 110 to be backed along a substantially straight path oftravel as defined by the longitudinal centerline axis L2 of the trailer110 at the time when backing of the trailer 110 began. When the trailerreaches the second backup position B2, the driver rotates the knob 170to command the trailer 110 to be steered to the right (i.e., a knobposition R(R) clockwise rotation). Accordingly, the trailer backupassist system 105 will steer the vehicle 100 for causing the trailer 110to be steered to the right as a function of an amount of rotation of theknob 170 with respect to the at-rest position P(AR), a rate movement ofthe knob 170, and/or a direction of movement of the knob 170 withrespect to the at-rest position P(AR). Similarly, the trailer 110 can becommanded to steer to the left by rotating the knob 170 to the left.When the trailer reaches backup position B3, the driver allows the knob170 to return to the at-rest position P(AR) thereby causing the trailerbackup assist system 105 to steer the vehicle 100 as necessary forcausing the trailer 110 to be backed along a substantially straight pathof travel as defined by the longitudinal centerline axis L2 of thetrailer 110 at the time when the knob 170 was returned to the at-restposition P(AR). Thereafter, the trailer backup assist system 105 steersthe vehicle 100 as necessary for causing the trailer 110 to be backedalong this substantially straight path to the fourth backup position B4.In this regard, arcuate portions of a path of travel POT of the trailer110 are dictated by rotation of the knob 170 and straight portions ofthe path of travel POT are dictated by an orientation of the centerlinelongitudinal axis L2 of the trailer when the knob 170 is in/returned tothe at-rest position P(AR).

In order to activate the trailer backup assist system described above inFIGS. 1-3, the driver interacts with the trailer backup assist systemand the trailer backup assist system interacts with the vehicleenvironment. The trailer backup assist system automatically steers asthe driver reverses the vehicle. As discussed above, the driver controlsthe trailer trajectory by using a steering knob to input desired trailercurvature. The trailer backup assist algorithm determines the vehiclesteering angle to achieve the desired trailer curvature, and the drivercontrols the throttle and brake while the trailer backup assist systemcontrols the steering.

FIG. 4 shows a method 200 for implementing trailer backup assistfunctionality in accordance with one embodiment. In a preferredembodiment, the method 200 for implementing trailer backup assistfunctionality can be carried out using the trailer backup assistarchitecture discussed above in reference to the vehicle 100 and trailer110 of FIG. 1. Accordingly, trailer steering information is providedthrough use of a rotational control input device (e.g., the knob 170discussed in reference to FIG. 2).

An operation 202 is performed for receiving a trailer backup assistrequest. Examples of receiving the trailer backup assist request includeactivating the trailer backup assist system and providing confirmationthat the vehicle and trailer are ready to be backed. After receiving atrailer backup assist request (i.e., while the vehicle is beingreversed), an operation 204 is performed for receiving a trailer backupinformation signal. Examples of information carried by the trailerbackup information signal include, but are not limited to, informationfrom the trailer backup steering input apparatus 125, information fromthe hitch angle detecting apparatus 130, information from the powersteering assist control module 135, information from the brake systemcontrol module 145, and information from the powertrain control module150. It is disclosed herein that information from the trailer backupsteering input apparatus 125 preferably includes trailer path curvatureinformation characterizing a desired curvature for the path of travel ofthe trailer, such as provided by the trailer backup steering inputapparatus 125 discussed above in reference to FIGS. 1 and 2. In thismanner, the operation 204 for receiving the trailer backup informationsignal can include receiving trailer path curvature informationcharacterizing the desired curvature for the path of travel of thetrailer.

If the trailer backup information signal indicates that a change incurvature of the trailer's path of travel is requested (i.e., commandedvia the knob 170), an operation 206 is performed for determining vehiclesteering information for providing the requested change in curvature ofthe trailer's path of travel. Otherwise, an operation 208 is performedfor determining vehicle steering information for maintaining a currentstraight-line heading of the trailer (i.e., as defined by thelongitudinal centerline axis of the trailer). Thereafter, an operation210 is performed for providing the vehicle steering information to apower steering assist system of the vehicle, followed by an operation212 being performed for determining the trailer backup assist status. Ifit is determined that trailer backup is complete, an operation 214 isperformed for ending the current trailer backup assist instance.Otherwise the method 200 returns to the operation 204 for receivingtrailer backup information. Preferably, the operation for receiving thetrailer backup information signal, determining the vehicle steeringinformation, providing the vehicle steering information, and determiningthe trailer backup assist status are performed in a monitoring fashion(e.g., at a high rate of speed of a digital data processing device).Accordingly, unless it is determined that reversing of the vehicle forbacking the trailer is completed (e.g., due to the vehicle having beensuccessfully backed to a desired location during a trailer backup assistinstance, the vehicle having to be pulled forward to begin anothertrailer backup assist instance, etc.), the method 200 will continuallybe performing the operations for receiving the trailer backupinformation signal, determining the vehicle steering information,providing the vehicle steering information, and determining the trailerbackup assist status.

It is disclosed herein that the operation 206 for determining vehiclesteering information for providing the requested change in curvature ofthe trailer's path of travel preferably includes determining vehiclesteering information as a function of trailer path curvature informationcontained within the trailer backup information signal. As will bediscussed below in greater detail, determining vehicle steeringinformation can be accomplished through a low order kinematic modeldefined by the vehicle and the trailer. Through such a model, arelationship between the trailer path curvature and commanded steeringangles of steered wheels of the vehicle can be generated for determiningsteering angle changes of the steered wheels for achieving a specifiedtrailer path curvature. In this manner, the operation 206 fordetermining vehicle steering information can be configured forgenerating information necessary for providing trailer path curvaturecontrol in accordance with the disclosed subject matter.

In some embodiments of the disclosed subject matter, the operation 210for providing the vehicle steering information to the power steeringassist system of the vehicle causes the steering system to generate acorresponding steering command as a function of the vehicle steeringinformation. The steering command is interpretable by the steeringsystem and is configured for causing the steering system to move steeredwheels of the steering system for achieving a steered angle as specifiedby the vehicle steering information. Alternatively, the steering commandcan be generated by a controller, module or computer external to thesteering system (e.g., a trailer backup assist control module) and beprovided to the steering system.

In parallel with performing the operations for receiving the trailerbackup information signal, determining the vehicle steering information,providing the vehicle steering information, and determining the trailerbackup assist status, the method 200 performs an operation 216 formonitoring the trailer backup information for determining if anunacceptable trailer backup condition exists. Examples of suchmonitoring include, but are not limited to assessing a hitch angle todetermine if a hitch angle threshold is exceeded, assessing a backupspeed to determine if a backup speed threshold is exceeded, assessingvehicle steering angle to determine if a vehicle steering anglethreshold is exceeded, assessing other operating parameters (e.g.,vehicle longitudinal acceleration, throttle pedal demand rate and hitchangle rate) for determining if a respective threshold value is exceeded,and the like. Backup speed can be determined from wheel speedinformation obtained from one or more wheel speed sensors of thevehicle. If it is determined that an unacceptable trailer backupcondition exists, an operation 218 is performed for causing the currentpath of travel of the trailer to be inhibited (e.g., stopping motion ofthe vehicle), followed by the operation 214 being performed for endingthe current trailer backup assist instance. It is disclosed herein thatprior to and/or in conjunction with causing the current trailer path tobe inhibited, one or more actions (e.g., operations) can be implementedfor providing the driver with feedback (e.g., a warning) that such anunacceptable trailer angle condition is impending or approaching. In oneexample, if such feedback results in the unacceptable trailer anglecondition being remedied prior to achieving a critical condition, themethod can continue with providing trailer backup assist functionalityin accordance with operations 204-212. Otherwise, the method can proceedto operation 214 for ending the current trailer backup assist instance.In conjunction with performing the operation 214 for ending the currenttrailer backup assist instance, an operation can be performed forcontrolling movement of the vehicle to correct or limit a jackknifecondition (e.g., steering the vehicle, decelerating the vehicle,limiting magnitude and/or rate of driver requested trailer curvatureinput, limiting magnitude and/or rate of the steering command, and/orthe like to preclude the hitch angle from being exceeded).

Curvature Control Algorithm

Turning now to a discussion of a kinematic model used to calculate arelationship between a curvature of a path of travel of a trailer andthe steering angle of a vehicle towing the trailer, a low orderkinematic model can be desirable for a trailer backup assist systemconfigured in accordance with some embodiments. To achieve such a loworder kinematic model, certain assumptions are made with regard toparameters associated with the vehicle/trailer system. Examples of suchassumptions include, but are not limited to, the trailer being backed bythe vehicle at a relatively low speed, wheels of the vehicle and thetrailer having negligible (e.g., no) slip, tires of the vehicle havingnegligible (e.g., no) lateral compliance, tires of the vehicle and thetrailer having negligible (e.g., no) deformation, actuator dynamics ofthe vehicle being negligible, the vehicle and the trailer exhibitingnegligible (e.g., no) roll or pitch motions.

As shown in FIG. 5, for a system defined by a vehicle 302 and a trailer304, the kinematic model 300 is based on various parameters associatedwith the vehicle 302 and the trailer 304. These kinematic modelparameters include:

δ: steering angle at steered front wheels 306 of the vehicle 302;

α: yaw angle of the vehicle 302;

β: yaw angle of the trailer 304;

γ: hitch angle (γ=β−α);

W: wheel base of the vehicle 302;

L: length between hitch point 308 and rear axle 310 of the vehicle 302;

D: length between hitch point 308 and axle length 312 of the trailer 304(axle length 312 may be an effective, or equivalent, axle length for atrailer having a multiple axle configuration; and

r₂: curvature radius for the trailer 304.

The kinematic model 300 of FIG. 5 reveals a relationship between trailerpath radius of curvature r₂ at the midpoint 314 of an axle 312 of thetrailer 304, steering angle δ of the steered wheels 306 of the vehicle302, and the hitch angle γ. As shown in the equation below, thisrelationship can be expressed to provide the trailer path curvature κ₂such that, if γ is given, the trailer path curvature κ₂ can becontrolled based on regulating the steering angle δ (where {dot over(β)} is trailer yaw rate and {dot over (η)} is trailer velocity).

$\kappa_{2} = {{\frac{1}{r_{2}}\frac{\overset{.}{\beta}}{\overset{.}{\eta}}} = \frac{{\left( {W + \frac{{KV}^{2}}{g}} \right)\sin \; \gamma} + {L\; \cos \; \gamma \mspace{11mu} \tan \; \delta}}{D\left( {{\left( {W + \frac{{KV}^{2}}{g}} \right)\cos \; \gamma} - {L\; \sin \; \gamma \mspace{11mu} \tan \; \delta}} \right)}}$

Or, this relationship can be expressed to provide the steering angle δas a function of trailer path curvature κ₂ and hitch angle γ.

$\delta = {{\tan^{- 1}\left( \frac{\left( {W + \frac{{KV}^{2}}{g}} \right)\left\lbrack {{\kappa_{2}D\; \cos \; \gamma}\; - {\sin \; \gamma}} \right\rbrack}{{{DL}\; \kappa_{2}\sin \; \gamma} + {L\; \cos \; \gamma}} \right)} = {F\left( {\gamma,\kappa_{2},K} \right)}}$

Accordingly, for a particular vehicle and trailer combination, certainkinematic model parameters (e.g., D, W and L) are constant and assumedknown. V is the vehicle longitudinal speed and g is the acceleration dueto gravity. K is a speed dependent parameter which when set to zeromakes the calculation of steering angle independent of vehicle speed.For example, vehicle-specific kinematic model parameters can bepredefined in an electronic control system of a vehicle andtrailer-specific kinematic model parameters can be inputted by a driverof the vehicle. Trailer path curvature κ₂ is determined from the driverinput via a trailer backup steering input apparatus. Through the use ofthe equation for providing steering angle, a corresponding steeringcommand can be generated for controlling a steering system (e.g., anactuator thereof) of the vehicle.

FIG. 6 shown an example of a trailer path curvature function plot 400for a rotary-type trailer backup steering input apparatus (e.g., thetrailer backup steering input apparatus 125 discussed above in referenceto FIGS. 1 and 2). A value representing trailer path curvature (e.g.,trailer path curvature κ2) is provided as an output signal from therotary-type trailer backup steering input apparatus as a function ofuser input movement. In this example, a curve 402 specifying trailerpath curvature relative to user input (e.g., amount of rotation) at arotary input device (e.g., a knob) is defined by a cubic function.However, a skilled person will appreciate that embodiments of thedisclosed subject matter are not limited to any particular functionbetween a magnitude and/or rate of input at a trailer backup steeringinput apparatus (e.g., knob rotation) and a resulting trailer pathcurvature value.

Jackknife Detection

Referring to FIG. 5, in preferred embodiments of the disclosed subjectmatter, it is desirable to limit the potential for the vehicle 302 andthe trailer 304 to attain a jackknife angle (i.e., the vehicle/trailersystem achieving a jackknife condition). A jackknife angle γ (j) refersto a hitch angle γ that while backing cannot be overcome by the maximumsteering input for a vehicle such as, for example, the steered frontwheels 306 of the vehicle 302 being moved to a maximum steered angle δat a maximum rate of steering angle change. The jackknife angle γ (j) isa function of a maximum wheel angle for the steered wheel 306 of thevehicle 302, the wheel base W of the vehicle 302, the distance L betweenhitch point 308 and the rear axle 310 of the vehicle 302, and the lengthD between the hitch point 308 and the effective axle 312 of the trailer304 when the trailer has multiple axles. The effective axle 312 may bethe actual axle for a single axle trailer or an effective axle locationfor a trailer with multiple axles. When the hitch angle γ for thevehicle 302 and the trailer 304 achieves or exceeds the jackknife angleγ (j), the vehicle 302 must be pulled forward to reduce the hitch angleγ. Thus, for limiting the potential for a vehicle/trailer systemattaining a jackknife angle, it is preferable to control the yaw angleof the trailer while keeping the hitch angle of the vehicle/trailersystem relatively small.

Referring to FIGS. 5 and 7, a steering angle limit for the steered frontwheels 306 requires that the hitch angle γ cannot exceed the jackknifeangle γ (j), which is also referred to as a critical hitch angle. Thus,under the limitation that the hitch angle γ cannot exceed the jackknifeangle γ (j), the jackknife angle γ (j) is the hitch angle γ thatmaintains a circular motion for the vehicle/trailer system when thesteered wheels 306 are at a maximum steering angle δ(max). The steeringangle for circular motion with hitch angle is defined by the followingequation.

${\tan \mspace{11mu} \delta_{\max}} = \frac{w\mspace{11mu} \sin \; \gamma_{\max}}{D + {L\; \cos \; \gamma_{\max}}}$

Solving the above equation for hitch angle allows jackknife angle γ(j)to be determined. This solution, which is shown in the followingequation, can be used in implementing trailer backup assistfunctionality in accordance with the inventive subject matter formonitoring hitch angle in relation to jackknife angle.

${\cos \; \overset{\_}{\gamma}} = \frac{{- b} \pm \sqrt{b^{2} - {4a\; c}}}{2a}$

where,

a=L² tan² δ(max)+W²;

b=2 LD tan² δ(max); and

c=D² tan² δ(max)−W².

In certain instances of backing a trailer, a jackknife enablingcondition can arise based on current operating parameters of a vehiclein combination with a corresponding hitch angle. This condition can beindicated when one or more specified vehicle operating thresholds aremet while a particular hitch angle is present. For example, although theparticular hitch angle is not currently at the jackknife angle for thevehicle and attached trailer, certain vehicle operating parameters canlead to a rapid (e.g., uncontrolled) transition of the hitch angle tothe jackknife angle for a current commanded trailer path curvatureand/or can reduce an ability to steer the trailer away from thejackknife angle. One reason for a jackknife enabling condition is thattrailer curvature control mechanisms (e.g., those in accordance with theinventive subject matter) generally calculate steering commands at aninstantaneous point in time during backing of a trailer. However, thesecalculations will typically not account for lag in the steering controlsystem of the vehicle (e.g., lag in a steering EPAS controller). Anotherreason for the jackknife enabling condition is that trailer curvaturecontrol mechanisms generally exhibit reduced steering sensitivity and/oreffectiveness when the vehicle is at relatively high speeds and/or whenundergoing relatively high acceleration.

Jackknife Countermeasures

FIG. 8 shows a method 500 for implementing jackknife countermeasuresfunctionality in accordance with an embodiment of the disclosed subjectmatter for a vehicle and attached trailer. Trailer backup assistfunctionality in accordance with the disclosed subject matter caninclude jackknife countermeasures functionality. Alternatively,jackknife countermeasures functionality in accordance with oneembodiment can be implemented separately from other aspects of trailerbackup assist functionality.

The method 500 begins when operation 502 is performed for receivingjackknife determining information characterizing a jackknife enablingcondition of the vehicle-trailer combination at a particular point intime (e.g., at the point in time when the jackknife determininginformation was sampled). Examples of the jackknife determininginformation includes, but are not limited to, information characterizinga hitch angle, information characterizing a vehicle accelerator pedaltransient state, information characterizing a speed of the vehicle,information characterizing longitudinal acceleration of the vehicle,information characterizing a brake torque being applied by a brakesystem of the vehicle, information characterizing a powertrain torquebeing applied to driven wheels of the vehicle, and informationcharacterizing the magnitude and rate of driver requested trailercurvature. The operation 502 for receiving jackknife determininginformation can be the first operation in a sampling process wherejackknife determining information is sampled upon initiation of aninstance of implementing jackknife countermeasures functionality. Inthis regard, jackknife determining information would be continuallymonitored such as, for example, by an electronic control unit (ECU) thatcarries out trailer backup assist (TBA) functionality. As discussedabove in reference to FIG. 5, a kinematic model representation of thevehicle and the trailer can be used to determine a jackknife angle forthe vehicle-trailer combination. However, the inventive subject matteris not unnecessarily limited to any specific approach for determiningthe jackknife angle.

After receiving the jackknife determining information, an operation 504is performed for assessing the jackknife determining information fordetermining if the vehicle-trailer combination attained the jackknifeenabling condition at the particular point in time. The objective of theoperation 504 for assessing the jackknife determining information isdetermining if a jackknife enabling condition has been attained at thepoint in time defined by the jackknife determining information. If it isdetermined that a jackknife enabling condition is not present at theparticular point in time, the method 500 returns to the operation 502for receiving another instance of the jackknife determining information.If it is determined that a jackknife enabling condition is present atthe particular point in time, an operation 506 is performed fordetermining an applicable countermeasure or countermeasures toimplement. Accordingly, in some embodiments, an applicablecountermeasure will be selected dependent upon a parameter identified asbeing a key influencer of the jackknife enabling condition. However, inother embodiments, an applicable countermeasure will be selected asbeing most able to readily alleviate the jackknife enabling condition.In still other embodiment, a predefined countermeasure or predefined setof countermeasures may be the applicable countermeasure(s).

The objective of a countermeasure in the context of the disclosedsubject matter (i.e., a jackknife reduction countermeasure) is toalleviate a jackknife enabling condition. To this end, such acountermeasure can be configured to alleviate the jackknife enablingcondition using a variety of different strategies. In a vehicle speedsensitive countermeasure strategy, actions taken for alleviating thejackknife enabling condition can include overriding and/or limitingdriver requested trailer radius of curvature (e.g., being requested viaa trailer backup steering input apparatus configured in accordance withthe disclosed subject matter) as a function of vehicle speed (e.g., viaa lookup table correlating radius of curvature limits to vehicle speedas shown in FIG. 6). In a countermeasure strategy where trailercurvature requests are limited as a function of speed and drivercurvature command transient rates, actions taken for alleviating thejackknife enabling condition can include rate limiting trailer curvaturecommand transients as requested by a driver above a predefined vehiclespeed whereas, under the predefined vehicle speed, the as-requestedtrailer curvature are not rate limited. In a torque limitingcountermeasure strategy, actions taken for alleviating the jackknifeenabling condition can include application of full available powertraintorque being inhibited when the jackknife enabling condition is presentwhile the vehicle is above a predefined speed and application of fullavailable powertrain torque being allowed when the vehicle speed isreduced below the predefined speed while in the torque inhibiting mode.As opposed to a fixed predefined speed, the torque limitingcountermeasure strategy can utilize a speed threshold that is a functionof hitch angle (i.e., speed threshold inversely proportional to hitchangle acuteness). In a driver accelerator pedal transient detectioncountermeasure strategy, actions taken for alleviating the jackknifeenabling condition can include overriding and/or limiting driverrequested trailer radius of curvature as a function of transientaccelerator pedal requests (e.g., requested trailer radius of curvaturelimited when a large accelerator pedal transient is detected). In ahitch angle rate sensitive countermeasure strategy, actions taken foralleviating the jackknife enabling condition can include using hitchangle rate in a predefined or calculated mapping with current hitchangle position to limit driver requested trailer radius of curvature.Accordingly, in view of the disclosures made herein, a skilled personwill appreciate that embodiments of the disclosed subject matter are notunnecessarily limited to a countermeasure strategy of any particularconfiguration.

As disclosed above, implementation of trailer backup assistfunctionality in accordance with the disclosed subject matter canutilize a kinematic model for determining steering control information,jackknife enabling conditions, and jackknife angle. Such a kinematicmodel has many parameters than can influence trailer curvature controleffectiveness. Examples of these parameters include, but are not limitedto, the vehicle wheelbase, understeer gradient gain, vehicle trackwidth, maximum steer angle at the vehicle front wheels, minimum turningradius of vehicle, maximum steering rate able to be commanded by thesteering system, hitch ball to trailer axle length, and vehicle rearaxle to hitch ball length. Sensitivity analysis for a given kinematicmodel can be used to provide an understanding (e.g., sensitivity) of therelationships between such parameters, thereby providing informationnecessary for improving curvature control performance and for reducingthe potential for jackknife enabling conditions. For example, through anunderstanding of the sensitivity of the parameters of a kinematic model,scaling factors can be used with speed dependent jackknifecountermeasures to reduce jackknife potential (e.g., for specialapplications such as short wheelbase conditions).

Still referring to FIG. 8, after determining the applicablecountermeasure(s), an operation 508 is performed for implementing thechosen jackknife countermeasure(s) and an operation 510 is performed forinitiating a jackknife warning. As discussed above in regard tocountermeasure strategies, implementing the jackknife countermeasure(s)can include commanding a speed controlling system of the vehicle totransition to an altered state of operation in which a speed of thevehicle is reduced, commanding the steering control system of thevehicle to transition to an altered state of operation in which a radiusof curvature of a path of the trailer is increased, command the steeringcontrol system of the vehicle to transition to an altered state ofoperation in which a decrease in the radius of the curvature of the pathof the trailer is inhibited, commanding a brake control system of thevehicle to apply brake torque to reduce vehicle speed/inhibit vehicleacceleration, and/or commanding a powertrain control system of thevehicle to inhibit full available powertrain torque from being deliveredto driven wheels of the vehicle until another jackknife enablingparameter (e.g., vehicle speed) is below a defined threshold. In certainembodiments of the inventive subject matter, the jackknife warning isprovided to the driver using at least one vehicle control system throughwhich the jackknife countermeasure is implemented. Speed reduction, inaddition to applying the brakes, can be accomplished by any number ofmeans such as, for example, limiting throttle inputs (e.g., via aterrain management feature) and/or transitioning a transmission to areverse low gear if the vehicle is equipped with a multi-range reversegear transmission. Examples of such system-specific warning approachinclude, but are not limited to, providing a warning through anaccelerator pedal of the vehicle (e.g., via haptic feedback) if thecountermeasure includes limiting speed of the vehicle and/or providing awarning through an input element (e.g., knob) of a trailer backupsteering input apparatus of the vehicle (e.g., via haptic feedback ifthe countermeasure includes limiting driver requested trailer radius ofcurvature), through haptic seat vibration warning, through a visualwarning (e.g., through a visual display apparatus of the towing vehicle)and/or through audible warnings (e.g., through an audio output apparatusof the towing vehicle), or the like. One embodiment of utilizingwarnings relating to vehicle speed as it relates to onset or presence ofa jackknife enabling condition includes implementation of a dual stagewarning. For example, when a backing speed of the vehicle increasessufficiently for causing a speed of the vehicle to reach a lower (i.e.,first) speed threshold during backing of the trailer, a driver of thevehicle would be provided with a first warning indication (e.g., viahaptic, audible, and/or visual means as implemented by the trailerbackup assist system) for informing the driver that there is the need toreduce the speed of the vehicle to alleviate or preclude the jackknifeenabling condition. If the driver does not correspondingly respond bycausing a speed of the vehicle to be reduced (or not to furtherincrease) and the vehicle continues to gain speed such that it passes ahigher (i.e., a second) speed threshold, the driver of the vehicle wouldbe provided with a second warning indication (e.g., a more severehaptic, audible, and/or visual means as implemented by the trailerbackup assist system) for informing the driver that there is animmediate need to reduce the speed of the vehicle to alleviate orpreclude the jackknife enabling condition. The first and/or the secondspeed indication warnings can be implemented in conjunction with arespective speed limiting countermeasure measures (e.g., the trailerbackup assist system causing activation of a brake system of the vehicleand/or reducing a throttle position of the vehicle).

Human Machine Interface

In order to implement the control features discussed above with respectto methods described in FIG. 5 and FIG. 8, a driver must interact withthe trailer backup assist system 105 to configure the system 105. Thevehicle 100 is also equipped, as shown in FIG. 9, with a human machineinterface (HMI) device 102 to implement trailer backup assistfunctionality through driver interaction with the HMI device 102.

FIG. 9 shows an example of an HMI device 102 in the vehicle that adriver uses to interact with the trailer backup assist system 105. Thedriver is presented with multiple menus 104 (only one example menu isshown in FIG. 9) displayed by way of the HMI 102. The HMI menus 104assist the driver through modules (shown in FIGS. 10 and 11) that setup600, calibrate 700, and activate 800 the trailer backup assist system105 so that control methods 200, 500 may be implemented to assist thedriver with the backup of the trailer shown generally as a flow diagramin FIGS. 10 and 11, and to be discussed in greater detail later herein.Each module is directed to particular elements, or features, which areused to configure the trailer backup assist system to accuratelyimplement control methods 200, 500. While each module is described withreference to particular features of the disclosed subject matter, itshould be noted that each module is not necessarily limited to theparticular features described in the examples herein. It is possible torearrange the modules or to replace elements or features of a modulewithout departing from the scope of the disclosed subject matter.

The trailer backup assist system 105 will guide a driver through thesteps necessary to connect a trailer and attach a target. The driver mayactivate the setup by way of the backup steering input apparatus 125,for example by turning or pushing the rotary knob, or my merely making aselection for the trailer backup assist system from a menu on the HMIdevice 102. Referring to FIG. 10, a driver initiates the trailer backupassist system through the trailer backup assist steering inputapparatus. In the case of a rotary knob, the driver presses or rotatesthe knob to initiate the trailer backup assist system. The system willguide the driver through the steps of connecting 580 a compatibletrailer 110. A compatible trailer is one that pivots at a single pointrelative to the vehicle and behind the rear axle of the vehicle.

Once the system is selected by either the trailer backup steering inputapparatus 125 or the HMI device 105, the system will guide the driver toprepare the vehicle and vehicle trailer combination as necessary. Thevehicle 100 should be turned “on” and the vehicle 100 should be in“park” 590. In the event the vehicle 100 is on but is traveling at aspeed that is greater than a predetermined limit, for example five milesper hour, the trailer backup assist system 105 will become inactive andinaccessible to the driver. The trailer backup assist system 105 setupmodule 600 will not begin or will be exited 585. If the type of trailer110 selected by the driver is a trailer 110 that is not compatible withthe trailer backup assist system 105, the setup module 600 will beexited 585 or will not begin. In the event, the trailer 110 iscompatible with the trailer backup assist system 105, the setup module600 verifies that the vehicle 100 gear shift mechanism is in “park.”Again, in the event the vehicle is not “on” and the gear shift mechanismis not on “park,” the setup module will not begin 585.

Upon connection 580 of a compatible trailer 110, the vehicle 100 being“on” 590 and the vehicle 100 being in “park” 590, the HMI 102 willpresent a menu 104 that has a “Towing” mode option to be selected by thedriver. The driver selects “Towing” mode and a menu 104 is presentedthat provides a “Trailer Options” selection. The driver then selects a“Trailer Options” mode from the “Towing” menu. The driver is prompted toeither “add a trailer” or “select a trailer” from a menu 104 presentedon the HMI device and the “Setup” module 600 of the inventive subjectmatter has begun. For certain camera-based trailer angle detectionsystems, an operation 602 is performed wherein a warning menu may bepresented to the driver, by way of the HMI, informing the driver thatthe trailer must be in a straight line, meaning there is no angle at thehitch between the vehicle and the trailer. The warning indicates thatthe driver may need to take corrective action, for example, pull thevehicle forward in order to align the trailer and the vehicle asrequired for the setup 600. A generic or static graphic may be presentedby way of the HMI 102 to assist the driver in visually recognizing thealignment between the trailer 110 and the vehicle 100 that is necessaryin order to properly setup and calibrate the trailer backup assistsystem 105. The driver applies any corrections 603 in that the drivermakes any necessary adjustment he has been alerted to and indicates, byacknowledging that corrective actions have been applied 603 and that thetrailer is in line with the vehicle. Other trailer angle detectionsystems may not need the driver to straighten the trailer during setupmode.

To aid the driver in the setup process, the reverse back lights, or anyother supplemental lighting that may be available on the vehicle, areilluminated 604. In the event the trailer is a new trailer, one that hasnot been attached to the vehicle before or has not been previouslystored in the trailer backup assist system, the driver is presented 606with an option to either name the trailer or select a previously storedtrailer configuration. Naming the trailer 608 allows the trailer to beeasily identified the next time it is attached to the vehicle so thatthe driver does not have to repeat the setup process. The driver eitherenters a unique name to identify the trailer that is to be stored in thetrailer backup assist system or selects a previously stored trailerconfiguration associated with the attached trailer. The trailer backupassist system will not allow more than one trailer to have the samename. Therefore, if a driver attempts to name a trailer using a namethat has already been applied to a previously stored trailerconfiguration, the HMI will display a message to the driver indicatingso and requesting the driver enter a different name for the trailerconfiguration. In the case where a previously stored trailerconfiguration is available and selected 610 by the driver, certain stepsin the setup process may be skipped.

The following discussion is directed to a first time trailerconfiguration for a camera-based trailer angle detection system. Thedriver is instructed 612 to place a hitch angle target on the trailerthat is used for calibration purposes. A generic static image may bedisplayed on the HMI that provides direction to the driver as toplacement of a target on the trailer that is used for hitch angledetection. The target placement is dependent upon the type of trailerbeing towed and therefore, options may be presented to the driver to aidthe driver in selecting an appropriate trailer type. The static imagemay indicate areas that are acceptable for target placement as well asareas that are unacceptable for target placement. The static imageindicating the appropriate areas for attaching the target may be anoverlay of the rear view of the trailer hitch. Once the driver attachesthe target to the trailer and indicates by way of the HMI that thetarget has been attached to the trailer the setup mode provides 614visual feedback to the driver identifying that the target has beenlocated, or acquired. The driver acknowledges 616, by way of the HMI,that the target has been properly identified by the trailer backupassist system. Similarly, for a previously stored trailer configuration,the trailer will already have a target placed thereon. The trailerbackup assist system will acquire the target and provide 614 visualfeedback to the driver confirming acquisition of the target.

In the event the target is not acquired 614 after a predetermined amountof time lapses, the driver is notified 618 of the need to reposition thetarget and presented with possible corrective measures that may betaken. Possible corrective measures may be presented to the driver suchas cleaning the camera lens, cleaning the target, replacing the targetif it has been damaged or faded, pulling the vehicle-trailer combinationforward to improve lighting conditions around the camera and/or target,and moving the target to an acceptable location. The driver applies thenecessary corrections 603. As mentioned above, some trailer angledetection systems may not require the driver to attach a target to thetrailer during set up mode. The target and acquisition of the target aredirected to camera-based trailer angle detection systems.

When the target is acquired 614 by the trailer backup assist system andthe driver has acknowledged 616 the acquisition, the driver is thenprompted through a series of menus to input 620 trailer measurementinformation that may be stored in the trailer backup assist system for atrailer configuration that is to be associated with the named trailer.The next time the same trailer is attached to the vehicle, its uniquetrailer configuration will already be stored and progress through thesetup module will be faster or, in some cases, may be skipped entirely.Generic static images may be displayed at the HMI screen in order toassist the driver with the measurement information. Visual examples, seeFIG. 12, may be provided to aid the driver in identifying the locationon the vehicle, the trailer or between the vehicle and trailer that thedriver is being prompted to enter. In addition, numerical limits for thedriver entered measurements are set within the trailer backup assistsystem and may be displayed to the driver. The driver may be warnedabout entered measurements that exceed the numerical limits.Additionally, the measurement information requests that the driver isprompted to enter may be presented to the driver in the order that themeasurements should be entered into the trailer backup assist system.

It should be noted that while measurement information is discussed aboveas being entered by the driver, various methods of entering measurementinformation may also be employed without departing from the scope of theinventive subject matter. For example, a system to automatically detectmeasurements using existing vehicle and trailer data including, but notlimited to, vehicle speed, wheel rotation, steering wheel angle, vehicleto trailer relative angle, and a rate of change of the vehicle totrailer angle.

Examples of the measurement information may include a horizontaldistance from the rear of the vehicle to the center of a hitch ball, ahorizontal distance from the rear of the vehicle to a center of thetarget, a vertical distance from the target to the ground, and ahorizontal offset of the target from a centerline of the hitch ball. Inthe event the target is attached at other than the centerline of thehitch ball, then the trailer backup assist system must know which sideof the vehicle the target is attached to, the passenger side or thedriver side. A menu on the HMI may be presented for the driver toindicate passenger side or driver side for the placement of the target.The trailer backup assist system also needs to know the horizontaldistance from the rear of the vehicle to a center of the axle or axlesof the trailer. The measurements may be entered in either English ormetric units.

The driver is presented 622 with the option to revise any of themeasurements before proceeding with the setup process. Otherwise, thesetup module 600 is complete 624 and the calibration module 700 begins.

The calibration module 700 is designed to calibrate the curvaturecontrol algorithm with the proper trailer measurements and calibrate thetrailer backup assist system for any hitch angle offset that may bepresent. After completing the setup module 600, the calibration modulebegins 700 and the driver is instructed 702 to pull the vehicle-trailercombination straight forward until a hitch angle sensor calibration iscomplete. The HMI may notify 704 the driver, by way of a pop up orscreen display that the vehicle-trailer combination needs to be pulledforward until calibration is complete. When calibration is complete, theHMI may notify 704 the driver. Any hitch angle offset value is stored706 in memory, accessed as necessary by the curvature control algorithm,and the calibration module 700 ends 704.

It should be noted that while hitch angle calibration is described aboveas may be requesting the driver pull forward information, various othermethods of hitch angle calibration may also be employed withoutdeparting from the scope of the embodiment.

Upon completion of the setup module 600 and the calibration module 700,the activation module 800 may begin. The activation module 800 isdescribed with reference to FIG. 11. The activation module 800 isdesigned to activate automatic steering of the vehicle during trailerbackup assist operations. The driver is instructed 802 to place thevehicle in reverse. Upon activation of the trailer backup assist system,the steering system will not accept any steering angle commands from anysource other than the trailer backup assist system 804. The trailersetup 600 and calibration 700 modules must be completed and a currenthitch angle must be within a predetermined operating range for thetrailer backup assist system 806. The vehicle speed must also be lessthan a predetermined activation speed 808. In the event any one, or all,of these conditions 804, 806, 808 are not met, the driver is prompted toapply a corrective measure 810. The driver must confirm 814 that thecorrective action has been taken in order for the control module tobegin. If a corrective action is taken, but the activation module deemsit unacceptable, the driver will be instructed 810 to try anothercorrective action.

For steering systems where the steering wheel is directly coupled to thesteered wheels of the vehicle, the driver cannot engage with thesteering wheel during trailer backup assist. If any steering wheelmotion is obstructed, by the driver or otherwise, the trailer backupassist system will present instructions 810 to the driver to removetheir hands from the steering wheel. Activation 800 will be suspended ordiscontinued until the obstruction is removed. If the vehicle speedexceeds a threshold speed or if the vehicle hitch angle is notacceptable, the driver will be prompted 810 to take corrective action.Until corrective action is taken, accepted and acknowledged, theactivation 800 and control 200, 500 modules will be interrupted.

When the driver moves the gear shift from “park” to “reverse” 802 andpresses or turns a trailer backup steering input apparatus 125 a rearview camera image may appear in a display of the HMI. If at any timeduring the reversing process the hitch angle becomes too large for thesystem to control the curvature of the trailer, the TBA will provide awarning to the driver to pull forward to reduce the hitch angle. If atany time during the reversing process the system is unable to track thehitch angle target, the driver is presented with instructions to correctthe problem. If at any time the vehicle speed exceeds that predeterminedactivation speed, the driver is visually and audibly warned to stop orslow down.

When all of the conditions of the activation module are met andmaintained, the control module may begin. The control module executesthe directives described above with reference to FIGS. 5 and 7. However,the activation module 800 includes a monitoring function 816 so that, ifat any time during execution of the control module 200, 500 the controlis interrupted, the driver is instructed to make necessary corrections.In the event any one of the necessary corrections is not made, thecontrol of the vehicle by way of the trailer backup assist system willend. The driver may also intentionally end the control by exiting thesystem through a menu selection on the HMI or placing the vehicle in agear setting that is other than park or reverse.

Referring now to instructions processible by a data processing device,it will be understood from the disclosures made herein that methods,processes and/or operations adapted for carrying out trailer backupassist functionality as disclosed herein are tangibly embodied bynon-transitory computer readable medium having instructions thereon thatare configured for carrying out such functionality. The instructions aretangibly embodied for carrying out the method 200, 500, 600, 700 and 800disclosed and discussed above and can be further configured for limitingthe potential for a jackknife condition such as, for example, bymonitoring jackknife angle through use of the equations discussed inreference to FIGS. 5 and 7 and/or by implementing jackknifecountermeasures functionality discussed above in reference to FIG. 8.The instructions may be accessible by one or more data processingdevices from a memory apparatus (e.g. RAM, ROM, virtual memory, harddrive memory, etc.), from an apparatus readable by a drive unit of adata processing system (e.g., a diskette, a compact disk, a tapecartridge, etc.) or both. Accordingly, embodiments of computer readablemedium in accordance with the inventive subject matter include a compactdisk, a hard drive, RAM or other type of storage apparatus that hasimaged thereon a computer program (i.e., instructions) configured forcarrying out trailer backup assist functionality in accordance with theinventive subject matter.

In a preferred embodiment of the disclosed subject matter, a trailerbackup assist control module (e.g., the trailer backup assist controlmodule 120 discussed above in reference to FIG. 1) comprises such a dataprocessing device, such a non-transitory computer readable medium, andsuch instructions on the computer readable medium for carrying outtrailer backup assist functionality (e.g., in accordance with the method200 discussed above in reference to FIG. 2) and/or the method 500discussed above in reference to FIG. 8 and/or the methods 600, 700 and800 discussed above in reference to FIGS. 10 and 11. To this end, thetrailer backup assist control module can comprise various signalinterfaces for receiving and outputting signals. For example, ajackknife enabling condition detector can include a device providinghitch angle information and hitch angle calculating logic of the trailerbackup assist control module. A trailer backup assist control module inthe context of the inventive subject matter can be any control module ofan electronic control system that provides for trailer backup assistcontrol functionality in accordance with the disclosed subject matter.Furthermore, it is disclosed herein that such a control functionalitycan be implemented within a standalone control module (physically andlogically) or can be implemented logically within two or more separatebut interconnected control modules (e.g., of an electronic controlsystem of a vehicle) In one example, trailer backup assist controlmodule in accordance with the disclosed subject matter is implementedwithin a standalone controller unit that provides only trailer backupassist functionality. In another example, trailer backup assistfunctionality in accordance with the disclosed subject matter isimplemented within a standalone controller unit of an electronic controlsystem of a vehicle that provides trailer backup assist functionality aswell as one or more other types of system control functionality of avehicle (e.g., anti-lock brake system functionality, steering powerassist functionality, etc.). In still another example, trailer backupassist functionality in accordance with the disclosed subject matter isimplemented logically in a distributed manner whereby a plurality ofcontrol units, control modules, computers, or the like (e.g., anelectronic control system) jointly carry out operations for providingsuch trailer backup assist functionality.

Trailer Target Placement and Monitoring

The vehicle trailer backup assist system may utilize a target placed onthe trailer to serve as the hitch angle detection component 155. Indoing so, the trailer backup assist system may employ informationacquired via image acquisition and processing of the target for use inthe hitch angle detection apparatus 130, according to one embodiment.According to other embodiments, the target may be used to identify if aconnected trailer has changed, trailer connection or disconnection, andother trailer related information. The target is an identifiable visualtarget that can be captured in an image by the video imaging camera anddetected and processed via image processing. According to oneembodiment, the target may include an adhesive target, also referred toas a sticker, that may be adhered via adhesive on one side onto thetrailer, preferably within a target placement zone, such that the cameraand image processing may detect the target and its location on thetrailer to determine trailer related information, such as the hitchangle between the trailer and the towing vehicle. The trailer backupassist system may provide to the user one or more image(s) of thetrailer target zone for proper placement of the target to assist withplacement of the target on the trailer. Additionally, the vehicletrailer backup assist system may monitor the target to determine if thetarget has been correctly placed within a desired target placement zoneand provide feedback alert(s) to the user. Further, the trailer backupassist system may monitor the trailer connection by monitoring thetarget to determine if the target has moved to determine whether thesame trailer remains connected to the tow vehicle, and may initiateaction in response thereto. Further, the trailer backup assist systemmay monitor the hitch angle or the target to determine if the trailermay have been changed out (i.e., disconnected and replaced with anothertrailer), and may initiate action in response thereto.

Referring to FIG. 13, the vehicle trailer backup assist system 105 isshown including the hitch angle detection apparatus 130 and a targetmonitor controller 10 for monitoring the target, assisting withplacement of the target, monitoring connection of the trailer,determining if the trailer has moved, and initiating certain actions.The target monitor controller 10 may include a microprocessor 12 and/orother analog and/or digital circuitry for processing one or moreroutines. Additionally, the target monitor controller 10 may includememory 14 for storing one or more routines including image processingroutine(s) 16, a target placement assist routine 900, a targetmonitoring routine 920, an initial setup for target moved detectionroutine 940, a target moved detection routine 960, and a trailerconnection monitoring routine 990. It should be appreciated that thetarget monitor controller 10 may be a standalone dedicated controller ormay be a shared controller integrated with other control functions, suchas integrated with the hitch angle detection apparatus 130, to processthe images of the trailer and target and perform related functionality.In one embodiment, the hitch angle detection apparatus 130 processes theacquired images of the target from the target monitor controller 10 andother information such as trailer length for use in determining thehitch angle between the trailer and the towing vehicle.

A camera 20 is shown as an input for providing video images to thetarget monitor controller 10 of the vehicle trailer backup assist system105. The camera 20 may be a rearview camera mounted on the tow vehiclein a position and orientation to acquire images of the trailer towed bythe vehicle rearward of the vehicle. The camera 20 may include animaging camera that generates one or more camera images of the trailerincluding the region where a target placement zone is expected to belocated on the trailer. The camera 20 may include a video imaging camerathat repeatedly captures successive images of the trailer for processingby the target monitor controller 10. The target monitor controller 10processes the one or more images from the camera 20 with one or moreimage processing routine(s) 16 to identify the target and its locationon the trailer. The target monitor controller 14 further processes theprocessed images in connection with one or more of routines 900, 920,940, 960 and 990.

The trailer monitor controller 10 may communicate with one or moredevices including vehicle exterior alerts 24 which may include vehiclebrake lights and vehicle emergency flashers for providing a visual alertand a vehicle horn for providing an audible alert. Additionally, thetrailer monitor controller may communicate with one or more vehiclehuman machine interfaces (HMIs) 25 including a vehicle display such as acenter stack mounted navigation/entertainment display. Further, thetrailer monitor controller 10 may communicate via wireless communication22 with one or more handheld or portable devices 26, such as one or moresmartphones. The portable device 26 may include a display 28 fordisplaying one or more images and other information to a user. Theportable device 26 may display one or more images of the trailer and thetarget location within a desired target placement zone on display 28. Inaddition, the portable device 26 may provide feedback information aboutthe vehicle target connection including visual and audible alerts.

Referring to FIGS. 14-17, the placement of the target 30 onto trailer110 using the target monitor controller 10 processing the targetplacement assist routine 900 is illustrated according to one exemplaryembodiment. In FIGS. 14 and 15, a tow vehicle 100 is shown towing atrailer 110. The trailer 110 has a trailer hitch connector in the formof a coupler assembly 114 connected to a vehicle hitch connector in theform of a receiver hitch and ball 15. The coupler assembly 114 latchesonto the hitch ball 15 to provide a pivoting ball joint. The trailer 110is shown having a frame including a longitudinally extending bar ortrailer tongue 112. A top horizontal surface of trailer tongue 112 isshown providing a desired target placement zone 32 for receiving thetarget 30. It should be appreciated that the trailer 110 may beconfigured in various shapes and sizes and may offer one or more othersuitable target placement zones 32 for receiving the target 30. Thetarget placement zone 32 defines the desired location for placement ofthe target 30.

The vehicle 100 is equipped with a video imaging camera 20 shown locatedin an upper region of the vehicle tailgate at the rear of the vehicle100. The video imaging camera 20 is elevated relative to the targetplacement zone(s) and has an imaging field of view and is located andoriented to capture one or more images of the trailer 110 including aregion containing one or more desired target placement zone(s). Itshould be appreciated that one or more cameras may be located at otherlocations on the vehicle 100 to acquire images of the trailer 110 andthe target placement zone(s) 32.

In order to utilize a target on a trailer that is not currently equippedwith a suitable pre-existing target, a user 2 may be instructed ordirected to place the target 30 onto the trailer 110 within a desiredtarget placement zone 32 so that the camera 20 may capture one or moreimages of the target 30 to determine trailer related information for thetrailer backup assist system, such as hitch angle information for thehitch angle detection apparatus 130. In doing so, a user 2 may beprompted by an audible or visual message on an HMI such as the vehicleHMI 25 or portable device 26 to place the target 30 on the trailer 110.The vehicle HMI 25 may include visual and/or audible outputs generatinginstructions for proper target placement.

To allow for efficient and proper placement of the target 30 onto thetrailer 110, the trailer backup assist system employs a target placementassist method or routine 900 shown in FIG. 17 that is processed by thetarget monitor controller 10. The target placement assist method 900includes step 902 in which a user may connect a portable device havingan image display to communicate with the vehicle. The user may connectthe device electronically to the vehicle which can be achieved by way ofa wireless protocol, according to one embodiment. The device may be awireless device that may communicate via Wi-Fi, BLUETOOTH® or otherwireless protocol. Alternatively, the device could be connected via awired connection. Next, at step 904, the user initiates the hitch angledetection system setup which requires initiating the setup procedure forthe hitch angle detection system. As part of this procedure, the userwill be required to place a target onto the trailer of the vehiclewithin a target placement zone. At step 906, the system generates withthe camera one or more images of the towed trailer which include aregion where the desired target placement zone(s) is expected to belocated. There may be more than one target placement zone and one zonemay be preferred over another zone. At step 908, the system processesthe generated images and determines the desired target placement zone onthe trailer. The desired target placement zone may be determined basedon camera location and orientation, desired distance of the target fromthe hitch connection and the physical structure of the trailer. At step910, the system generates a target overlay on the one or more generatedimages. The target overlay is a visual indication of the desiredlocation of the target within the target placement zone upon which theuser is instructed to place the target. The target overlay may includeborder lines marking the target placement zone or other identifier. Thetarget overlay may be shown by flashing colored (e.g., red) lines on adisplayed image. Target overlays of a plurality target placement zonesmay be generated and shown. At step 912, the system communicates the oneor more images and the target overlay to the vehicle's display and ifconnected in step 902, the user's display on the portable device byutilizing the wireless or wired connection. Next, at step 914, theuser's display on the portable device displays an image of the targetplacement zone indicated by the target overlay. At step 916, the user isthen prompted by an HMI to place the target on the trailer within thetarget placement zone with assistance from the displayed image andtarget overlay on the vehicle's display and/or the portable display.

One example of a displayed image on the display 28 of a portable device26 showing an overlay of the target location for the target to be placedon the trailer is illustrated in FIG. 16. The image displayed on thedisplay 28 includes an image of the trailer 110 as captured by thecamera and further includes an overlay of the desired target placementzone 32. The user 2 may view the image on the display 28 of the portabledevice 28 to determine where to place the target relative to the trailer110. In this example, the user may place the target 30 onto the targetplacement zone 32 as indicated by the target overlay. Placement of thetarget may be achieved by adhering a target sticker onto a surface ofthe trailer. As a result, the user may employ a portable device with adisplay, such as a phone, a tablet, or a computer to view the properlocation for placement of the target on the trailer prior to and duringapplication of the target onto the trailer.

Accordingly, the target placement assist method 900 advantageouslyassists the user with placement of the target 30 onto the trailer 110 ina manner that is simple to use, accurate and efficient. The user 2 mayeasily transport a portable device having a display to communicate withthe vehicle and view the correct placement location for the target priorto and during the target placement procedure without having to return tothe vehicle or otherwise be prompted for target placement.

The trailer backup assist system 105 further includes a targetmonitoring method or routine for monitoring placement of the target onthe trailer and providing feedback to the user as to whether the targethas been placed within a proper target placement zone. A user may placea target on the trailer in various ways. In some situations, the usermay be prompted by the TBA system via a vehicle HMI to place a target onthe trailer and may be given instructions as to the location. The usermay employ the target placement assist method 900 to assist withplacement of the target on the trailer. In other situations, the usermay place the target on the trailer using their best judgment orfollowing instructions printed on the target or packaging providedtherewith. In any event, once the target is placed on the trailer, thetarget monitoring method 920 will monitor the location of the targetrelative to the trailer and provide feedback to the user as to corrector incorrect placement of the target on the trailer.

The target monitoring method 920 is illustrated in FIG. 18, according toone embodiment. At step 922, method 920 requires attaching the trailerto the vehicle onto the ball and hitch if it is not already attached.Next, at step 924, setup for the hitch angle detection is initiated. Atstep 926, the user is prompted via an interface to place the target onthe trailer. The user may place a target on the trailer based onpredefined criteria or the user's best judgment or knowledge, accordingto one embodiment. The user may be instructed on where to place thetarget on the trailer by use of a user's manual, an instruction sheet,or other visual or audible communication of instructions, according toother embodiments. Generally, the target should be placed in a regionthat is unobstructed from view by the camera and that allows for theacquisition of an image and determination of desired trailer relatedinformation, such as the hitch angle. Depending on the trailerconfiguration and camera orientation and height, the target may berequired to be placed within a certain region of the trailer, within adistance range from the trailer hitch connection having a minimumdistance from the hitch connection, such as 7 inches (17.78 cm), withina range from the tow vehicle bumper, and within a range of height fromthe ground. The target placement may require a location within a certaindistance from a centerline of the longitudinal axis of the trailer, andmay require a vertical or horizontal angle or some angle in between thevertical and horizontal positions. According to another embodiment, theuser may utilize the target placement assist method 900 to place thetarget on the trailer.

At step 928, the system generates one or more images of the targetplacement zone on the towed trailer. The system then processes the oneor more images to determine the presence of a target within a desiredtarget placement zone at step 930. The desired target placement zone maybe determined by criteria, such as distance from the trailer hitchconnection 114, distance from a centerline of the longitudinal axis ofthe trailer, height of the camera relative to the trailer, and distanceof the camera from the trailer. At decision step 932, method 900determines if the target has been detected by the processed image(s)and, if not, returns to step 926 to prompt the user via an HMI to placethe target on the trailer.

If the target has been detected by the processed images, the vehicletrailer backup assist system provides a feedback alert to the user atstep 934. The feedback alert may include one or more of vehicle exterioralerts including visual alerts, such as flashing the vehicle brakelights and/or flashing the vehicle emergency flashers, and/or audiblealerts, such as sounding the vehicle horn. Additionally, the feedbackalerts may include providing a message via the portable device 26,providing an audible tone via the portable device 26 or a visual lightedindication via the portable device 26. Further, feedback alerts mayinclude sending a text message or audible instructions to a user via aportable device, such as a phone or computer. It should be appreciatedthat other vehicle exterior and alternative feedback alerts may becommunicated to the user to indicate that proper placement of the targethas been detected on the trailer. Alternatively, the feedback alertscould be used to indicate improper placement of the target on thetrailer. Once the trailer is properly equipped with the target in theproper location, the trailer backup assist system may processinformation by monitoring the target to determine the hitch angle andother trailer towing related functionality.

The target 30 may include a sticker having adhesive on the bottomsurface and a predetermined image pattern of a certain size and shapeprovided on the top surface for capture by the video camera andrecognition by the image processing. The target 30 may have arectangular shape, according to one embodiment, and may have a cameraimage recognizable pattern such as the checker pattern shown. The imageprocessing may include known image pattern recognition routines foridentifying a target pattern and its location on a trailer. However, itshould be appreciated that other target shapes, sizes and patterns maybe employed. It should further be appreciated that the target mayotherwise be connected to the trailer using connectors, such asfasteners, which may connect to the trailer or to an attachment to thetrailer. It should further be appreciated that the target can beattached via magnet, glued on, painted on, or any number of othersuitable means.

It should be appreciated that not all trailers are necessarilyconfigured to provide a well-suited location for placement of a targetsticker on the trailer. Accordingly, a target location may be added to agiven trailer by use of a target mounting system 40 as shown in FIGS. 19and 20, according to one embodiment. The target mounting system 40 isshown installed onto trailer 110 to present a target 30 that is viewableby the camera within a desired target placement zone. The targetmounting system 40 includes a vertical mounting post or bracket 44having a plurality of bolt receiver holes 46 extending vertically toallow for a desired vertical height adjustment. The bracket 44 may beassembled onto the trailer via holes 54 using bolts 48, washers 52 andnuts 50. The height of the bracket 44 may be adjusted depending on whichholes 46 are aligned with the trailer holes 54. Mounted to the top ofthe bracket 44 is a target plate 42 having a top target placement zone32 onto which the target 30 is located. The plate 42 likewise has aplurality of holes 46 that align horizontally with the holes in thebracket 44 and may be assembled thereto via bolts 48, washers 52 andnuts 50. Accordingly, the plate 42 may be adjusted both vertically andhorizontally to a desired position so as place the target 30 adjustablywithin a desired location so that the target is easily acquired by thecamera and processed by the image processing. It should be appreciatedthat assistance in mounting the target mounting system 40 along with thetarget 30 and verification of proper location of the target mountingsystem 40 and target 30 may be achieved by utilizing the targetplacement assist method 900 and target monitoring method 920 discussedabove.

The target moved detection method includes an initial setup routine 940and subsequent processing routine 960 for target moved detection usedfor prompting the entry of trailer information. The target moveddetection method determines if the location of a hitch angle target on atrailer, such as a trailer tongue, has moved and may also determine ifthe distance has changed. Images of the target in a previously storedimage and a newly acquired image are compared to determine if thelocation and/or distance to the target has changed. The comparison mayinclude comparing camera image pixel sizes of the images. If either thelocation or the distance changes, the user is then prompted by an HMI toreenter new trailer information for subsequent processing of the trailerbackup assist system.

The initial setup routine 940 is illustrated in FIG. 21. Initially, thetrailer must be attached to the vehicle at step 942. At step 944, theattached trailer is setup for hitch angle tracking. For a vision-basedsystem, this may include applying a target sticker to the trailer, suchas in the vicinity of the tongue of the trailer, so that thevehicle-based camera can detect motion of the target as the trailermaneuvers and swings around curves. In addition, a number of parametersassociated with the location of the target that are used to properlycalculate the hitch angle based on the vision processing may be entered.These parameters may include the distance of the target to the groundand the distance from the target to the bumper of the vehicle. At step946, the vehicle and the trailer are directed to be driven straight,which may be achieved by driving the vehicle and towed trailer in theforward direction. This is to ensure that there is about zero hitchangle between the vehicle and trailer with the trailer in-line with thevehicle and that the image generated in subsequent steps will be takenin the same orientation and will be valid for image comparisons. At step948, a picture (image) of the target and trailer are acquired with theuse of the camera while the vehicle and the trailer are in a straightline at a hitch angle of about zero degrees. At step 950, the imageprocessing performs vision processing on the image. The visionprocessing may first detect a target and then compute the size andlocation of the target based on processing the pixels of the image. Atstep 952, the image acquired in step 948 is stored in memory and theinformation calculated in step 950 is stored in memory. The image andcalculated information are then subsequently used to determine if thetarget has moved. If the target has moved, the system may assume thatthe trailer may have been changed or replaced with a different trailer,and hence prompts the user via an HMI to enter trailer information.

Referring to FIG. 22, the target moved detection routine 960 is shownbeginning at step 962 in which the driver is instructed to reattach tothe vehicle a trailer that was previously set up and used in the initialsetup routine 940. At step 964, the user is prompted by the hitch angledetection system to select the trailer that was previously setup andstored, rather than selecting a new trailer. At step 966, the user isprompted to drive the trailer and vehicle combination forward in astraight line to achieve a hitch angle of about zero degrees. Next, atstep 968, a new image of the target and the trailer are acquired by thecamera. At step 970, vision processing is performed on the image todetect the target and compute the size and location of the target byprocessing the pixels of the image. At step 972, the target location andsize as calculated above are compared to the location and size of thetarget taken in the prior image from the initial setup. At step 974, adetermination is made to determine if the new target information is amatch or within tolerance of the original target information. If thenewly acquired target is still a similar size and in the similarlocation on the image as compared to the prior image from the initialsetup, then the target is likely to be in the same location and willallow for a proper hitch angle detection if determination of such ismade in step 980. If the target has a different location or has adifferent size, then the target is presumed to have moved and routine960 proceeds to step 976. Detected movement of the target may occur whenthe trailer is a different trailer as compared to the trailer lastselected by the user. The use of the prior selected trailerconfiguration may provide erroneous results for hitch angle targettracking. As such, method 960 proceeds to step 978 to prompt the user(e.g., driver) to reselect or re-setup the trailer configuration withnew target and trailer information. Accordingly, the target moveddetection routine 960 advantageously detects movement of the targetwhich may indicate potential connection of a new trailer to the vehicle,such that the user is prompted via an HMI to select new trailerconfiguration information. Additionally, the target moved routine couldalso detect that a target has moved due to a different sized drawbarbeing installed than what was installed when the trailer was initiallysetup.

Examples of images of the trailer and the target moved to a differentposition are illustrated in FIGS. 23A and 23B. As shown in FIG. 23A, animage of the trailer and the target 30 is shown aligned on the trailerin a first position as compared to the subsequent image in FIG. 23Bshowing the target 30 moved to a new second closer position. The changein location of the target may be an indication that the trailer has beenchanged out with a new trailer or that the target has otherwise beenmoved on the trailer. When this occurs, the target move detectionroutine 960 requires the user to re-enter trailer configurationinformation so that the wrong information is not used to provideincorrect hitch angle data. Furthermore, it is possible that the right(correct) trailer has been selected and the target is still in the samelocation on the trailer, but the system still indicates that the targethas moved. This could occur if the drawbar length on the vehicle haschanged.

Target monitor controller 10 further processes a trailer connectionmonitoring routine 990 to determine whether a trailer is connected tothe vehicle and whether a new trailer may have been connected. When thetrailer is disconnected from the vehicle, the target information and thehitch angle information may be unavailable for a period of time.Accordingly, the trailer connection monitoring method 990 monitors theavailability of the hitch angle data and/or the detection of the targetto determine if the hitch angle data or target data is lost for asubstantial period of time. If this occurs, the driver is then promptedvia an HMI to reselect the attached trailer or to re-enter trailerconfiguration data to ensure that the wrong trailer information is notemployed.

The trailer connection monitoring routine 990 is illustrated in FIG. 24.At step 992, a trailer is connected to the vehicle. At step 994, thetrailer is setup for hitch angle detection and monitoring. If a visionbased system is employed, this may include placing a target on thetrailer for the vision-based system to detect as well as enteringpertinent parameters. Alternatively, if the trailer has been previouslysetup for hitch angle monitoring, it may be possible to select thepreviously stored setup configuration for that trailer. At step 996,once the trailer has been setup for hitch angle detection, the hitchangle detection system will continuously monitor the hitch angle ortarget. At decision step 998, routine 990 determines if the hitch angleor the target has been dropped for a time period greater than X seconds.

Depending on the type of hitch angle system, the hitch angle signal maydrop or become unavailable for different reason, but one potentialreason is that the trailer has been disconnected from the vehicle. Adisconnected trailer may also result in the target detection beingunavailable. As such, a check is made to see how much time has expiredsince the hitch angle signal or target detected has been dropped. If thehitch angle or target detection has been dropped for a time period ofless than X seconds, then routine 990 returns to track the hitch angleor target at step 996. If the hitch angle or target detection has beendropped for a time period greater than X seconds, then the user isprompted via an HMI to reselect or re-setup the trailer configuration instep 1000. The time period X is set to represent a reasonable amount oftime needed to swap or change-out trailers. For example, for extremelysmall, lightweight trailers, it may be possible to swap trailers out inless than sixty (60) seconds, so this could be a reasonable time period.According to one embodiment, the time period X is set for thirty (30)seconds.

While the hitch angle is monitored to determine disconnection of atrailer from the vehicle, it should be appreciated that the trailerconnection monitoring routine 990 may monitor detection of the target asan alternative, such that if the target is no longer detected for Xseconds, then the vehicle driver may be prompted to reselect orreconfigure the trailer.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent invention, and further it is to be understood that such conceptsare intended to be covered by the following claims unless these claimsby their language expressly state otherwise.

What is claimed is:
 1. A method of monitoring a vehicle trailerconnection comprising: generating images of a trailer connected to avehicle with a camera; detecting a target in the generated images;applying selected trailer features if the target is continuouslydetected; and prompting a new selection of trailer features when thetarget is no longer detected for a predetermined time period.
 2. Themethod of claim 1, wherein the predetermined time period is a minimumtime period required to change out the trailer.
 3. The method of claim2, wherein the time period comprises at least 30 seconds.
 4. The methodof claim 1, wherein the camera is mounted on a rear side of the vehicle.5. The method of claim 1, wherein the method is employed in a trailerbackup assist application.
 6. The method of claim 1 further comprisingthe step of detecting a trailer hitch angle based on the monitoredtarget.
 7. The method of claim 6 further comprising the step ofdetermining whether a trailer hitch angle is detected, wherein the stepof prompting a new selection of trailer features comprises prompting anew selection of trailer features when the trailer hitch angle is notdetected for a predetermined time period.
 8. A method of monitoring avehicle trailer connection comprising: detecting a hitch angle between avehicle and a trailer; applying selected trailer features if the hitchangle is continuously detected; and prompting a new selection of trailerfeatures when the hitch angle is no longer detected for a predeterminedtime period.
 9. The method of claim 8 further comprising the step of:generating images of the trailer connected to a vehicle with a camera;and detecting a target in the generated images, wherein the detection ofthe hitch angle is determined based on the detected target.
 10. Themethod of claim 8, wherein the predetermined time period is in a minimumtime period required to change out the trailer.
 11. The method of claim10, wherein the time period comprises at least thirty seconds.
 12. Themethod of claim 9, wherein the camera is mounted on a rear side of avehicle.
 13. The method of claim 8, wherein the method is employed in atrailer backup assist application.
 14. A trailer monitoring systemcomprising: a hitch connection identifier indicative of a connection ofa trailer to a vehicle; and a controller applying selected trailerfeatures if the hitch connection is continuously identified andprompting a new selection of trailer features when the hitch connectionis no longer identified for a predetermined time period.
 15. The systemof claim 14, wherein the hitch connection identifier comprises a hitchangle detector.
 16. The system of claim 14 further comprising: a cameramounted on the towing vehicle and arranged to generate an image of thetrailer; and an image processor for processing the image to determine atarget on the trailer, wherein the target is used to detect the trailerconnection identifier.
 17. The system of claim 14, wherein thepredetermined time period is a minimum time period required to changeout the trailer.
 18. The system of claim 17, wherein the time periodcomprises at least thirty seconds.
 19. The system of claim 14, whereinthe system is employed in a trailer backup assist application.